Articles by Byron Mathioudakis

It ultimately helped end Holden, and the same can happen with an alarmingly high number of other prominent car brands.We’re talking about the over-reliance on one single model in Australia.It is the ‘eggs all in one basket’ that leaves sales and financials vulnerable when the inevitable happens – a popular model starts to run out of steam with consumers.Factors include newer competition, ageing models and external outside forces like spiking oil prices and evolving buyer tastes.Here, then, are some of Australia’s most vulnerable brands due to the over-dependence on one model line.Geely’s ‘Gen-Z geek’ sub-brand has struck a chord with Australians thanks to the strikingly styled 7X, and deservedly so.However, did you know there are two other, older Zeekr models sitting beside it on the showroom floor? A smaller SUV known as the X and a large people mover badged 009.Combined, they make up just 6.4 per cent of Zeekr’s year-to-date (YTD) sales, while the 7X takes the lion’s share at an incredible 93.4 per cent. Let’s hope the latter keeps the momentum up.Tesla’s Model 3 may have opened the floodgates for electric vehicles (EVs) in Australia since arriving in mid 2019, but it has now been subsumed by the larger SUV offshoot, the Model Y.The YTD sales data tells the story, with the 3’s sales tumbling 18.4 per cent to 3326 units, while the Y’s tally – supercharged by the new three-row L version – has now breached the 25,000 mark.That puts the hunchbacked SUV at 88.3 per cent of total Tesla sales, with the sedan taking the remaining 11.7 per cent.But with no S, X or ute to provide support, the Model Y is vulnerable against an unrelenting tide of mid-sized EV SUV alternatives, like the Zeekr 7X.From nowhere, the cheapest Jaecoo from Chery’s Land Rover-aping sub-brand, the J5, is responsible for more than two-thirds of all volume.This leaves three other models, the J7, J8 and Omoda 9, to fight over the crumbs.Isuzu hasn’t developed its own passenger car since the early 1990s, electing to concentrate on utes and trucks instead.The D-Max is responsible for 63 per cent of all Isuzu Ute sales YTD. It sits fourth after the Ranger, HiLux and Shark 6 on the charts.The other 37 per cent belongs to the M-UX SUV version of the ute, and that currently occupies third place amongst large SUVs behind the Ford Everest and Prado.This country sure loves a body-on-frame three-row wagon.But both Isuzus are diesel-only powered, meaning that, with no hybrid or EV in sight for Australia, Isuzu Ute faces steep fines due to the New Vehicle Efficiency Standard (NVES) carbon tax.And that’s just going to increase annually in severity, which will really hurt Isuzu Ute, unless it pulls something out of the hat, and fast.Australia’s top-selling vehicle since 2023, the Ranger is responsible for some 62.3 per cent of Ford’s total volume YTD.Combined with its Everest SUV offshoot, that jumps to a staggering 88.7 per cent. Given there are seven other distinct models squabbling over the remaining 11.3 per cent, that's a worry.The next most popular Ford YTD is the Transit Custom van at just three per cent, followed by the Mustang at 2.8 per cent, F-150 at 2.45 per cent, Transit Cargo at 1.9 per cent, Tourneo people mover at 0.5 per cent and Mustang Mach-E at 0.33 per cent.But storm clouds are in the air for the Blue Oval’s popular ute-based duo, with both Ranger and Everest sales down this year, thanks to fierce competition from new rivals including the BYD Shark 6 plug-in hybrid electric vehicle (PHEV).While a Ranger PHEV does exist, it costs too much and delivers too little by comparison, meaning the vast majority of volume belongs to the diesel versions.That’s a lot of NVES fines Ford is facing, unless the incoming Bronco PHEV SUV and other future EVs grow the brand's share of the total market without cannibalising Ranger and Everest.With demand for the latest Vitara tanking, the Swift hybrid struggling and the Fronx floundering, it’s been the Jimny small 4WD that has kept Suzuki humming along, accounting for 56.6 per cent of all volume YTD.Likewise, the Defender attracts the most business for Land Rover in Australia, taking 54.1 per cent of all orders YTD.The Haval Jolion small SUV has performed the heavy lifting for GWM YTD, at 53.9 per cent of total sales, as has the X-Trail for Nissan, at 53 per cent.Australia’s continuous number one since 2003, Toyota boasts several high-volume models, including the RAV4, Prado, Corolla, HiAce, Camry and Yaris Cross.Yet even the brand’s most popular vehicle – the HiLux – only makes up 23.6 per cent of the company’s total sales YTD.Similarly, BYD’s top performer, the Sealion 7, is at 25 per cent, Kia’s biggest crowd-pleaser, the Sportage, is at 23.1 per cent and this country’s favourite Mazda, the CX-5, is at 26.4 per cent.The smaller the percentage, the higher the chances are your brand will weather any storm. Sadly, the writing was on the wall long before Australia's Own started to see its sales slide.Holden’s downfall is largely down to its over-reliance on one model. It was always the way, right back even before the Kingswood years.Here's the most telling stat. Australia’s best-seller for 15 years in a row from 1996 until 2011, sales of the Commodore crashed to just 50 position in 2019.That was following the disaster that was replacing the rear-drive VF series made in Australia with the smaller, front-wheel drive-based Opel Insignia out of Germany as the ZB series. This happened as a result of Holden’s manufacturing shutdown in 2017.The latter bombed so hard that it was cancelled in December of 2019, with Holden effectively over by the following February.

Toyota is in danger of being overtaken by BYD.By retreating upmarket, it also risks losing the loyalty of a generation of buyers, especially younger ones, destroying the bedrock of the brand’s success in Australia.Toyota is still the world leader and dominant force in Australia, but that could all fall apart if it gets complacent.Yes, Toyota has been number one every year since 2003, and remains the richest car company in the world after Tesla.But BYD and other Chinese brands like Chery are cutting its lunch.Toyota’s year-to-date (YTD) sales have tumbled 20 per cent, from 142,700 to 115,550 units, while market share has shrunken from 20 per cent to 16.3 per cent.In contrast, BYD’s YTD sales have jumped, from 28,000 to nearly 61,000 units while share has expanded from 3.9 per cent to 8.5 per cent.Toyota assumed its premium, hybrid-heavy strategy would prevail.But BYD’s cheaper electric vehicles (EVs) and plug-in hybrid EVs (PHEV) are both more affordable and available, while Chery, MG and others clean up in the sub-$30,000 drive-away classes that Toyota abandoned in 2024. Coincidence?Reportedly sitting on a $A96.5 billion war chest, Toyota can shore up customer loyalty by once again offering more-affordable vehicles that Australians want.Playing the long game, not the wrong game, the Japanese brand’s models already have the reputation for reliability, durability and quality required to remain number one.We understand. Today’s Yaris from $29,190 before on-road costs is measurably superior to its 2019 predecessor. But that’s a moot point for buyers who cannot stretch another $10,000-plus to own one.Here, then, are the Toyotas we reckon Australia needs right now.Although it is an all-new model in a segment Toyota has not bothered with for decades, the LandCruiser FJ is anything but ‘all-new’ underneath.Derived from the IMV architecture that is already two decades old beneath the HiLux, this compact SUV is a Thai-built body-on-frame, off-road-ready 4x4 with the Suzuki Jimny in its crosshairs.Surely that makes the LandCruiser FJ a natural for Australia?Well… no. The biggest drawback seems to be the equally ancient 2TR-FE I4 2.7-litre four-cylinder petrol engine that Toyota had to drop from the latest HiLux range due to non-compliance with our increasingly tough emissions.There is speculation galore about a hybrid alternative happening sometime in the future, and – if true – then that’s what we would expect a locally bound LandCruiser FJ to be powered by.It seems unfathomable Toyota would create an SUV with classic FJ40 retro design cues, yet not engineer a powertrain suitable for LandCruiser-obsessed Australia.As a BYD Atto 2 beater, this hybrid is a no-brainer.Japan’s second best-selling vehicle YTD after the Yaris/Yaris Cross duo on which it is based upon, Sienta is a portmanteau of siete, Spanish for ‘seven’, and ‘entertain’.And there-in lays this Toyota’s appeal.Essentially a Yaris MPV that majors on packaging, it features sliding doors and space for up to seven (hence the name), with the optional third-row seating ingeniously dropping underneath the middle bench for an instant big cavity.Along with Sienta’s eye-catching Fiat Panda-esque design and capable Yaris underpinnings, it is little wonder both hipsters and artificial-hip buyers alike have fallen for the tall-boy Toyota’s charms.Finally, a growing army of ex-Japan used imports here is further proof of concept.Developed and built by Toyota sub-brand Daihatsu (which markets it as Rocky – a tiny but tough off-roader in the style of the Suzuki Jimny), the Raize would slip in as an entry-level high-riding crossover.At round four metres long, this chunky, high-riding, monocoque-bodied urban crossover employs a unique, lower-cost architecture to help keep prices down in the South East Asian region, without scrimping on safety tech.This would make it ideal as a sub-$30,000 light SUV targeting the likes of the BYD Atto 1, Hyundai Venue and Mahindra XUV 3XO.Engine options include a 1.0-litre three-cylinder petrol or 1.2-litre hybrid version.A podium seller in Japan this year, the Raize is another used import from appearing on Australian roads, and it’s not difficult to see why.The original Prius of 2001 was a toe-in-the-water exercise in Australia. Its 2003 and 2009 successors proved to be successful brand builders as hybrid pioneers.But the 2016 redesign was so insectoid in appearance that buyers were repelled en-masse, despite being the first of the vastly-improved TNGA-platform Toyotas available here.That’s why the company passed on the fifth iteration locally, but what subsequently surfaced remains one of the most beautiful modern hatchbacks of this decade.Nowadays, with the dramatic uptake of PHEV as well as hybrid vehicles, Toyota admits it is gunning for the Prius’ return as a result, but it may take a while yet.Great design is timeless and, even from $40,000 as a BYD Seal 6 PHEV rival, the latest Prius would attract plenty of non-traditional Toyota buyers.It seems inevitable that a Grand Kluger will eventually appear in Australia, but when is the big question.Built in the USA as the Grand Highlander, this is a larger and longer take on the existing Kluger/Highlander model that it has essentially usurped.Born to battle the ultra-successful Kia Telluride and Hyundai Palisade in North America, the grandest of Toyota’s on-road SUVs is a far-roomier – and prettier – big family hauler as a consequence.It is also soon to be joined by an unrelated, all-electric SUV taking over the regular Highlander name and production line – a decision that was clearly made before the current, anti-EV US administration came into power.This mean the days of the current Kluger as we know it in Australia seem to be numbered, with no hybrid replacement in sight – except for a right-hand drive version of the Grand Highlander.The perfect foil for the BYD Sealion 8 PHEV!

Over six generations since 1961, the Nissan Patrol has been a thorn in Toyota’s side.While the latter’s mighty marketing machine constantly reminds us that the LandCruiser has been part of Australia since 1958, the Patrol has also been around long enough to have people reaching for the clichés.Yep, the Nissan is also ‘part of the furniture’, ‘woven in the cultural fabric’ or simply ‘one of us’.In the lead up to the Y63 model that's finally due in the first quarter of next year, we take a look at how and why, for nearly two-thirds of a century, the Patrol has mattered more than Toyota would care to admit.Some 64 years ago next month, in September 1962, a Datsun G60 Patrol became the first motor vehicle to cross the Simpson Desert, according to Nissan. There was even a Marg on board. Though not with an e. D'oh!It drove a family of four, headed by geologist Reg Sprigg and wife Griselda, on a 12-day trek right in the heart of Australia.Among other obstacles, Nissan states they encountered 1100 sand dunes, in what must have been an excruciatingly dull “I spy…” to wile the hours away for the kids bouncing about in the back seat.The other child was named Doug. Which might have been appropriate given their average speed was just 5km/h during the ordeal. This stuff almost writes itself!But don’t worry, Toyota fans. In the latter stages of its construction, the Snowy Mountains Hydro scheme called upon the earliest LandCruisers imported to Australia, thus also forging an early bond with this country.But a Patrol was first to conquer a formidable desert.Sadly, for lovers of old technology, the current Y62 has reached the end of the line – quite literally, since the production line in Japan will switch to its Y63 replacement this month.For the record, the outgoing Patrol was unveiled all the way back in 2010, and has been on sale in Australia since early 2013, with a facelift coming later that decade.Fun fact! The current model did not receive factory fitted Apple CarPlay until May, 2025!Happily, for lovers of old tech, there’s always the Toyota 70 Series LandCruiser, which is technically way older than the Nissan since that first appeared in Australia in 1985.But, unlike the 78 Series utes and 79 Series Troop Carrier, the 76 Series five-door passenger wagon only arrived in 2007 and has been subjected to “pauses” due to high demand, model changeovers and other production constraints that Toyota deemed necessary, while the Patrol has hung around like a Simpson Desert bush fly.So, the old Datto gets the guernsey.Nowadays, and for good reason, it’s Chinese vehicles that have the reputation for copying others’ designs.But some of the earlier Japanese models were masters of plagiarism, allegedly, and the original Patrol was no exception.This was a Jeep knock-off, pure and simple, launched in the home market in September, 1951. The similarities were obvious, down to the boxy design, squared-off wheel arches, and multi-bar grille flanked by a couple of circular headlights.Perhaps Nissan needed to one-up Toyota, since the Willys Jeep-sanctioned Toyota Jeep “BJ” was displayed in January of that year as a prototype, as a precursor to the LandCruiser.But that didn’t enter production until 1953, so Nissan beats Toyota again.And, since arriving in 1960, over one-quarter of a million Patrols have been sold in Australia alone - though that's against over 1.15 million LandCruisers, so we know who's having the last laugh here.To suggest that the fourth-generation, Y60 (GQ series) Patrol stormed the market in 1987 would not be an overstatement.With its handsome design, chunky yet elegant proportions, coil-sprung suspension and car-like interior at a time when most 4WDs were workhorse basic, it scared the hell out of Toyota and made Australia Nissan’s second-biggest Patrol market globally over its 10-year run.What the GQ achieved should not be underestimated, since it transcended segments with its civility, flexibility, quality and capabilities. And purists still can’t shut up about the indestructable TD42 engine.This is why the SUV revolution actually started right here, years before the original Suzuki Vitara and the Toyota RAV4 it inspired swept across the world.Along with the Y61 GU from 1997 that succeeded GQ, we're talking peak Patrol here.If you think today's popular Everest that is based upon the Ranger ute is Ford’s first body-on-frame 4WD wagon sold in Australia, you’re way off.Earlier in the 1980s there was the F100-derived Bronco two-door wagon (that was actually assembled locally), but that paled compared to the Maverick, which was a GQ Patrol in all but badge.A by-product of the Federal Government’s Button Plan designed to rationalise excess Australian car production, the Maverick filled a gap in Ford’s line-up left by Bronco, and it worked.In fact, the Blue Oval Patrol was considered more of a success than some of the other badge-engineered model-sharing twins of the era, like the Holden Commodore-based Toyota Lexcen and the disastrous Nissan Pintara-derived Ford Corsair.This would have endlessly miffed Toyota, giving it another reason to despise the Patrol.For now, at least, there will be no affordable full-sized body-on-frame 4WD wagon available new in Australia with V8 power once the Y63 Patrol finally lands .That’s probably no bad thing given the excessive thirst of the peachy 5.6-litre V8 that is central to the Y62's appeal. Especially to oil companies. Even the trip computer struggled to keep the average fuel consumption under 20.0L/100km during our last outing with several last year.But there are buyers out there that would demand nothing less than the orchestral bellow of eight cylinders, especially in the superior Warrior version and its trick side exhaust.Much to Toyota’s chagrin, it’s also likely the Patrol probably snared some LandCruiser buyers once the V6-based 300 Series arrived in 2021.

Has it really been 40.5 years since Hyundai entered the Australian market?Bankrolled by the Western Australian tycoon, Alan Bond, who also helped this country win the America’s Cup yacht race in 1983, ‘Bond Motor Sales’ quietly launched the X1-series Excel in February, 1986.This was an Italian-designed front-wheel drive small car from Korea about the size of a Toyota Corolla but the price of a Toyota Yaris, with a name that even the importer could not pronounce correctly, as early adverts on YouTube prove. “Say Hi to Hyundai!”With just 1786 registrations in that first year, sales were slow to start with. But the severe economic recession heading into the 1990s that “Australia had to have” fuelled demand to the point that, 10 years later in 1996, the Excel was number three overall, behind the Holden VS Commodore and Ford EF/EL Falcon.But it wasn’t just down to one model.Soon to be free of Bond and with a firmer financial footing due to a new importer, Hyundai rapidly expanded with the mid-sized Sonata (from 1989), Scoupe (from 1990) and Lantra (from 1991, and later badged Elantra). The latter also brought greater independence from ‘technology partner’ (read: engine supplier) Mitsubishi, ushering the brand’s first in-house powertrain.From the “Drive-away, no more to pay” mentality that quickly became a rod on Hyundai’s back when they finally went beyond mere cheapness, to the hugely popular X3 (1994-2000) Excel’s alleged propensity to lose steering control due to bad welding, big hurdles certainly lay ahead for Hyundai.However, it came good eventually.So good, in fact, that today Hyundai has outgrown Mitsubishi by several multiples, while one model ranks as the best car of the 2020s so far, period.Which one? Read on!Inspired by the contemporary VW Polo, the Getz was the first time Hyundai introduced an internationally focused model built to beat the world’s best.For the price, it was certainly compelling, with crisp (and now timeless) styling, rorty engines, agile handling and great packaging. A giant leap from the charmless LC Accent range.The Getz heralded Hyundai’s outward-looking philosophy, bringing with it a new maturity.Prior to the i30, Hyundai’s answer to the VW Golf, Ford Focus and Mazda 3 was the XD Elantra hatchback.Coarse, uncomfortable and cheap are words to describe the interior, suspension, powertrain and styling of the 2000’s XD series.In contrast, the German-developed i30 was created to run with the best from Europe. The resulting taut styling, strong architecture and ergonomic packaging elevated the Hyundai to new heights for the brand.The CW wagon was uniquely appealing in its practicality and aesthetics, while all local models benefited from Australian road tuning.Subsequent generations continued the class act, leading to the hot-hatch redefining i30N a decade on.The Ford Transit Custom, VW Transporter and Mercedes-Benz Vito have long slogged it out for world’s-best mid-sized van honours, but their lofty pricing and often-exxy running costs won’t suit all budgets.Here’s where the Korean/German co-developed TQ iLoad really stepped up.Unveiled in 2007, it adopted best-van engineering practices in its short-bonnet front-engined/rear-drive layout, rigid platform construction, advanced crumple zones and car-like yet work-orientated cabin presentation, and all within a big and boxy carryall.The masterstroke, of course, was pricing that substantially undercut the A-league Euros. The iLoad democratised the modern van, fair and square. Just like today’s Staria continues to do.The most impressive new model released this decade (so far)?Easy, that would be the Ioniq 5. With breathtaking ambition and drive, the Hyundai EV punches so far above its weight on so many fronts that, privately, most rival carmakers must surely look at it with equal parts reverence and fear.What’s not to love?There’s the retro-futuristic design that defies sizing categorisation like it defies time; the E-GMP 800-volt architecture that provides a rock-solid base for cutting-edge EV tech that, until recently, was reserved for $250K-plus Porsches; a minimalist yet thoughtfully-executed interior offering the luxury of space, ambience and exquisite detailing; and a rapid, refined and rewarding driving experience that is as relaxing in the standard versions as it is rabidly rousing in the uniquely unhinged 5N.Five years on, still one of the world’s best EVs.The fifth iteration of Hyundai’s three-row mid-to-large SUV is a breath of fresh air to look at, sit inside, drive and live with.Unusually easy and relaxing to use, its square-edged styling affords excellent vision, perfect practicality and a source of endless debate, while the petrol-electric hybrid powertrain and sophisticated drivetrain provide pleasing performance as well as parsimony.A bold and brash statement in an all-too-often boring segment. And such great value. A great example of a single car that do everything, and with poise and panache to boot.The S Coupe, or Scoupe, was clearly created to be an affordable and fun sporty runabout.But the vague handling, sloppy gear shift and unrefined powertrain were leagues behind Japan’s coupes of the era from Toyota, Honda and Nissan.The problem stemmed with the platform – underneath the sleek silhouette was the humdrum, cheapo Excel econo-hatch. Great for keeping costs down. Terrible for finesse. And the unruly turbo version that followed was downright terrifying on wet roads.At least Hyundai listened, because the next-gen Coupe benefitted from a dynamic once-over by Porsche, and it showed.Can half a million Australians be wrong? Perhaps not, but the last, ‘90s-blobject Excel was an enigma.Big for its price and positioning, as well as powerful and reliable, it even became the best-selling car in Australia for a month in mid-1996.But it was crude to drive and ride in, and early examples suffered from sub-par quality in places where it really shouldn’t – namely the front-end structure that, due to insufficient welding, could lead to total steering loss. Oh dear. Remember, this was the era of sophisticated superminis like the Toyota Starlet and Echo, Nissan Micra and VW Polo.And how many generations of Aussies have had to endure Excels being driven with the rear fog light trying its best to sear off your retina?The early 2000s were the C-segment hatchback halcyon days.This was the era of the quality-defining VW Golf Mk4 and dynamics-redefining Ford Mk1 Focus, while the Toyota Corolla, Holden Astra, Honda Civic, Peugeot 307, Mazda 3 and Renault Megane all brought something individual to the small-car party.Yet the third-generation Elantra only brought noise, vibration and harshness to the fore. It looked, felt and drove like an economy car designed for American rental agencies.Thankfully, the i30 was waiting in the wings to fix all that.

In 1977, something remarkable, and even almost unthinkable just a few years earlier, happened.For the first time in decades, a Holden was no longer Australia’s best-selling car for a full calendar year.The HX Belmont/Kingswood/Premier trio was beaten by Ford’s XC Falcon/Fairmont duo, pipped to the post by just 572 units. 53,934 versus 54,506.Released exactly 50 years ago, we take a look at why the car that finally dethroned a Holden changed the face of Australian motoring forever.Developed in the USA to take on the hyper-successful VW Beetle, the original Falcon launched in Australia in 1960, purely to reel the Holden in.Back then, one-in-two vehicles sold in Australia were by General Motors-Holden’s (GMH), and it was making a ton of money for its American parent. Such obscene profits were too much for Ford to ignore.Yet it took 11 versions, over 17 years, for the Falcon to finally achieve its mission.Yes, Ford first climbed to the top for one month only with the then-new XB Falcon in December, 1973, but 1977 was the year of the XC.Here’s the irony. The XC Falcon was drab, lacking the Mustang-look edge of its handsome XB predecessor, which later found international fame as the basis for the original Mad Max movie car.Laughably tiny round headlights didn’t help. And its interior was plain jane boring, replacing the previous, cool ‘waterfall’ fascia that wrapped around the driver years before BMW thought of doing it.The XC also killed off the legendary Falcon GT.Yet Australians still loved it. Go figure. (Hint: the HX was terrible).By any objective standard, but especially global ones, even back in the day, the Australian family cars that are so loved and collectable today were far from great in the 1970s.Based on the same American principles and formula that created what we now dub The Malaise Era, the contemporary Kingswood, Falcon and Chrysler Valiant were oversized yet cramped due to bad packaging, alarmingly thirsty yet comparatively slow (not Valiant) given their large engine capacities, tricky to drive in the wet and on gravel, rust prone, poorly equipped, low on braking ability and inconsistently built.In contrast, a Peugeot 504, VW Passat, Rover P6 or Mercedes-Benz compact were streets ahead for comfort, safety, efficiency, driving pleasure and quality, if not outright performance. Embarrassingly so.With all this in mind, historians reckon the HX was Holden’s worst model to date.The introduction of stricter emissions standards, known as Australian Design Rule 27A (ADR27A) would make the poorer Australian cars even worse.Just as Ford had done, Holden also launched the barely facelifted HX range in July, 1976, sporting a different grille, new instrumentation… and that’s largely it.But the big barge also drove rougher, used more petrol and performed worse than the preceding HJ that was hardly a media darling itself.The critics very publicly savaged the HX and consumers increasingly wary.In contrast, the corresponding XC Falcon boasted big changes to its engines for ADR27A, resulting in output and economy improvement claims of 10 per cent or more.Neither brand’s powertrains could touch the Valiant’s awesomely strong Hemi engines, just to be clear here. However, the Falcon’s were miles better than Holden’s.Note that tighter steering and better-tuned suspension did make the XC the best to drive, whilst that (albeit dubious) dash redesign, expensive exterior sheetmetal restyles and a new nose job also helped make the Ford seem fresher.You know how the XC dropped the GT? Ford replaced it with the Fairmont GXL, and marketed it as a European-style grand touring driver’s car, complete with rarities for the era such as a limited-slip diff, four-wheel disc brakes, alloy wheels and sports suspension.Buyers and critics alike lapped it up. Fairmont’s big rectangular headlights helped a lot too.Largely unrealised at the time, the GXL also softened Australians to the idea of a less-American Falcon.The 1979 XD successor was not far away and, for the first time in the series' history, it adopted visual cues from Ford of Europe's Granada range, rather than from Detroit.The HX’s poor showing, combined with the XC’s more-favourable reviews, must have lit a fire under GMH, because the HZ that replaced it just 15 months later in October, 1977, brought much-improved handling, smoother engines and scores of minor upgrades.More importantly, it ousted Falcon from the top spot the following year.The Opel-derived VB Commodore arrived late in 1978 and the Falcon would not top the annual sales charts again until 1982 – though it then stayed at number one until 1989.Falcon wasn’t even the company’s first roll of the dice.Ford spent a small fortune during the 1950s trying with the UK Zephyr series (fun fact: the first production car with MacPherson strut front suspension), but, though good, it was too expensive against the Holden.Something cheaper and more basic was needed, and Detroit was planning just such a car. In 1958, two Ford Australia execs sighted a Falcon prototype in Michigan and declared: ‘We’ll have some of that, cheers!’, or some such.At the same time, Chrysler, too, invested heavily in Australia, restyling a discarded US Plymouth as the Royal from 1957 to 1963, but sales were sluggish.Its 1962 Valiant successor did far better initially, but The Malaise set in by 1971’s VH series and sales nosedived, forcing Chrysler to exit Australia entirely by the end of that decade.Meanwhile, the British Motor Corporation (BMC) had tried and failed with various Morris and Austin models from the late 1950s, including the Major and Elite respectively, the advanced 1800 of 1966 and its short-lived X6 Tasman/Kimberly replacement from 1970.Long forgotten today, the latter was then succeeded by the also-Australia-only Leyland P76 in 1973. An ambitious task, it mimicked American sedans with big size and power, but struggled to sell despite being more progressive than the Holden/Falcon/Valiant triumvirate.Hundreds of millions in today’s money were collectively sunk by each of the above brands, to no avail, leading to factory closures and job losses.Ostensibly, the XC Falcon won 1977 because it was superior to the HX. But GMH’s biggest enemy lay within.Following the 48-215 hitting the top spot in 1950, Holden become overall market leader three years later.Australians loved “Australia’s Own” car. That this car was owned by one of history’s biggest corporations, yet was heavily bankrolled by Federal and State governments, didn’t matter. Nor did the fact the massive profits generated went to America.By 1960 GMH enjoyed 50 per cent market share. Hubris had set in, as the local operation became infamously rich, complacent, ignorant and combative.But increased competition was just around the corner, especially from Japan. And, after spectacular year-on-year growth since 1948, Holden stumbled with the ungainly HD of 1965. Market share fell to 40 per cent in 1968, 30 per cent by 1973 and 25 per cent in 1976.Perfect conditions for the Falcon to swoop in.Happy 50 birthday, XC Falcon.

This year has thrown up two unforeseen events: the mainstream acceptance of electric vehicles (EVs) and the return of the sedan.Perfect timing, then, for the new Mercedes-Benz CLA electric.But, can the world’s oldest car company run with hip young things like the Polestar 2, Tesla Model 3 and BMW i4?And is this the Mercedes of compact EV sedans?The price leap going electric in this third-gen CLA four-door coupe is another surprise.Starting from $72,200 (all prices are before on-road costs), the CLA200 electric’s premium is a reasonable $5700 over the entry-level CLA180 petrol-electric hybrid version, and just $4000 more than the CLA200 hybrid equivalent.Now, most essentials are standard, with the following being standouts:a 14-inch central touchscreen and 10.25-inch driver display combo dubbed MBUX Superscreena fixed glass roofa heat pump for efficiency enhancing climate controlGoogle Maps with AI virtual assistant including car-to-X traffic communication for driving hazards alertsa 360-degree camera with parking assistartificial leather and suede-clad heated/powered front AMG sports seats with memory settingsAMG 18-inch alloys and body kitThen there’s the CLA350 4Matic Electric from $91,300, adding an electric motor up front for all-wheel drive, an 85kWh – rather than 58kWh – battery for longer range, faster charging and 19-inch wheels.But we recommend the Premium Package ($1800 in the CLA200/$2340 in the CLA350) for worthwhile kit like:head-up displayadaptive headlightskeyless entryan orchestral audio upgradea third, also 14-inch screen ahead of the front passengerSpeaking of which, compared to its Chinese-sourced Polestar 2 and Tesla Model 3 rivals, the German CLA does cost more, but Mercedes has been making cars for 140 years, not 14 years, and there’s some very advanced EV engineering going on underneath that pretty body.Distinctively Mercedes, the Ford AU Falcon force is still strong with this CLA.But thanks to the Stuttgart brand’s box-fresh MMA electric-first 800-volt platform, it matures as well as grows in every dimension, including in height and wheelbase, while super-slippery, aero-enhancing details promise to boost efficiency.The CLA’s interior aesthetics are dominated by the MBUX Superscreen slab that, with the Premium Package, is lit like a Christmas tree fever dream.Yet, when switched off and blacked out, one onlooker reckoned the dash is reminiscent of a Holden LH Torana’s. Iconic Aussie influences abound!Luckily everything including ambient lighting is configurable.Getting in and out is tight – a reminder that the CLA is essentially a four-door coupe.Once inside, though, the front seat area is amply spacious, including for heads, and there’s a lot to like, including the logical and slick operation of Mercedes’ latest, AI-enhanced multimedia system.Brilliantly supportive seats, a superb driving position, beautifully crafted textures and abundant storage also make this CLA appealing. The cheapness of old is gone, though the plastics below knee level feel disappointingly hard and hollow.And while we’re whining, the loss of buttons for the touchscreen-sited climate system, no overhead grab handles, cost-cutting absence of rear window switches for the driver (what is this, a Skoda?), and missing glass roof blockout are fixes for the facelift.On the flip side, that vast ceiling sky vista makes an already roomier rear seat feel even airier, while most expected comfort amenities are present.Further back, the boot is OK, though smaller than before at 405 litres and there’s no spare wheel. Boo.There’s also a 101L frunk up front – a first for a Mercedes.That’s because the CLA electric’s MMA platform diverges from its front-drive/transverse ICE counterparts by being rear-wheel drive (RWD) biased.This means the main, 165kW/335Nm permanently excited synchronous traction motor is located out back, sending drive to the rear wheels via a two-speed e-transmission.In the CLA200, the 0-100km/h takes 7.5 seconds, while a second electric motor up front in the CLA350 4Matic makes for a combined 260kW/515Nm, slashing sprint time down to a rousing 4.9s.And the EV changes don’t stop there, either, making the electric versions drive unlike any CLA that have come before.With its strong and linear power delivery, both CLA electrics step off the line rapidly, and glide along smoothly with a newfound sophistication and control, aided by a new multi-link rear suspension set-up and stiff architecture that, incredibly, relies on passive – rather than the ICE variant’s available active – dampers.This results in a ride suppleness alien to older CLAs and other modern smaller Benzes.Better still, over the warm dry roads of the Queensland hinterland as tested, the CLA200e has evolved athletically, brandishing a RWD attitude that allows it to seek out curves with a handling joy we’d frankly never have anticipated in this series. Balanced, fluid and confident.The CLA350 4Matic feels even more agile, and is stirringly quick point-to-point if you’re up for some fun. Just lovely.Some drivers might ask for more steering weight at lower speeds, but otherwise the connected dynamics, isolating refinement and advanced driver-assistance systems (ADAS) tech tuning are outstanding, and worth the three-pointed star premium alone.You can also thank the CLA’s aero prowess for providing impressive efficiency, with both electrics sitting underneath the already decent 14.4kWh/100km (CLA200) and 14.9kWh/100km (CLA350 4Matic) official consumption averages, dipping well below 13kWh at one stage, despite being driven enthusiastically over rural back roads.That MMA 800V ultra-fast charging capability is a bonus, as is the standard 22kW AC charging set-up.EuroNCAP have awarded the latest CLA range a five-star gong, with a similar ANCAP rating expected, too.Mercedes’ obsession with pushing safety tech is undeniable, with all ADAS autonomous emergency brake (AEB) and lane-support systems present. On the airbag front, a front centre item is fitted, taking that total to eight.However, Mercedes’ five-year/unlimited kilometre warranty is nothing but average nowadays. Service intervals are every 12 months or 25,000km, and only pre-paid servicing in three-year ($2455), four-year ($3620) and five-year ($4295) blocks are available.

This has been a bumper year for super-exciting models strutting the automotive world stage.With competition from China more intense than ever, legacy carmakers are leaning in big time on their unique experiences and strengths to keep consumers interested.But, for reasons both annoying and disappointing (mostly due to prohibitively expensive and anachronistic design rules), not all are destined for Australia.Here are the all-new 2026 all-stars we won’t be seeing in 2027 (or beyond). More’s the pity.The previous Telluride has been a runaway smash hit in its native USA since launching in 2019, and has comfortably outsold its Hyundai Palisade cousin.Kia has long wanted this large three-row SUV for Australia, but a lack of right-hand drive (RHD) and limited factory capacity have thwarted plans past and present.This includes those for the recent boxier redesign, featuring turbo-petrol and hybrid powertrains, extra space and heaps more tech.While VW hasn’t publicly ruled this out for Australia, the first all-electric version of the evergreen Polo may end up costing too much for it to be a worthwhile exercise.Which is sad, because the ID. Polo appears to be a real return to form for a brand that has been in the doldrums for most of a decade.Unrelated to the continuing, sixth-gen Polo that’s almost a decade old, highlights include pleasing aesthetics and a classy cabin offering plenty of surprise and delight features including near-Golf levels of interior space.Plus, the German supermini’s advanced EV architecture should re-establish VW as a technological tour-de-force.And that’s even before considering the coming GTI version.Initial reaction in Europe has exceeded expectations, meaning the ID. Polo is shaping up to be one of this year’s comeback kids.Renault is on a massive roll right now, riding high on electric vehicle (EV) success with the award-winning Megane crossover, Scenic SUV, 4 and 5 E-Tech models.But arguably the cutest, the Twingo city car, won’t make it as far as Australia, despite being offered in RHD for UK buyers, as there’s just no market for tiny city cars.No matter how much critics rave about its styling, efficiency, ride comfort and driving pleasure, this Renault is a Twin-no-go. Such a shame.Built in Morocco on a trick new modular electrified platform shared across several Stellantis nameplates including Opel and Citroen, the Kia Seltos-sized Grizzly is a small crossover/SUV charged with making the world fall in love with Fiat again.Offered in two handsome body styles and three powertrains (petrol, hybrid and EV) choices, it promises to be affordable first and foremost, as well as practical and fun.Sounds perfect for Australia, then, but with Fiat sales on hold for now, who knows if we’ll ever see this intriguing newcomer here.Designed expressly for European markets, the EV2 is the brand’s entry-level electric city car that puts the funk in functionality.But, being sourced from Slovakia means importing it to Australia would be expensive, so Kia remains undecided. Hyundai’s struggle selling the smaller yet premium-priced Inster EV here highlights the risks.That said, the EV2 is usefully larger, looks more sophisticated and offers larger battery choices with decent range. If it’s as polished, efficient and capable as the EV3 and EV4, then perhaps the cute little Kia might find a big audience locally.Revealed in the US back in February, the Highlander goes all-electric for its fifth-generation outing, with production expected to commence in Kentucky before 2027.Closely related to the similar Lexus TZ and Subaru Getaway, as well as the just-released eighth Lexus ES sedan series, it will be Toyota’s first tilt at a full-sized three-row EV SUV.But, in contrast to its comely predecessor that is still being produced and imported successfully to Australia as the Kluger hybrid, we’re unlikely to see the slicker Highlander EV here.This is due to RHD unavailability, though Toyota also probably fears insufficient demand, which is fair given how poorly the exceptional Kia EV9 sells.Great news if you’re missing the old Subaru Outback since the latest version abandoned the crossover wagon template it pioneered 30 years ago.Except if you’re living in Australia, that is, because Renault importers Ateco may not import the conceptually similar Striker that has only just had its global unveiling.A high-riding hybrid wagon with 4x4 availability that would make Volvo XC70 Cross Country owners green with envy, it comes courtesy of Renault’s Romanian sub-brand, Dacia.This guarantees chunky styling, a smart yet utilitarian interior with acres of space, and a tough, go-anywhere attitude that is designed to last for years.That’s the Subaru Outback formula, and there’s probably a market hungry for a non-SUV crossover. But Ateco seems unsure at this stage.

A chunky little SUV with more-than-usual off-road capability has achieved something few have ever been able to achieve consistently – attract more genuinely new customers than returning ones.The Renault Duster has cracked the sales conquest code that is considered the Holy Grail by every manufacturer, with up to three-out-of-four buyers for the little off-roader new to the carmaker in Australia.According to Renault Australia General Manager, Glen Sealey, this turns the usual ratio on its head, meaning the small SUV will bide well for the longevity of the product in this country.“With Duster it’s almost all conquest,” he revealed to CarsGuide.“For Symbioz (a larger mid-sized SUV coming to Australia in the final quarter of this year to act as an indirect replacement to the now-discontinued larger Koleos SUV), we see greater loyalty.“That’s because the Renault customer of the last 10 years is expecting a higher level of premium, whereas Duster customers are happy with what they've got.”This reflects the series’ massive success in Europe since the original Duster was launched to acclaim as a tough, basic crossover in 2010, where it is built and sold by Renault’s Dacia value brand from Romania using many off-the-shelf parts (namely from the Clio) to keep prices down.Sealey admits that the Duster still has some way to go, with only around 300 units sold in Australia so far this year, compared to well-over 10,000 registrations for the similarly priced Hyundai Kona.“It's going to take some time for that vehicle to find its place in the marketplace,” he concedes.“But we do see the people that didn't buy Duster would buy Symbioz. It's all conquest. More than any other car we've got. Which is a good thing. Brings new people to the brand.”Reasons for the Duster’s broad appeal is its accessible pricing, chunky styling, versatile and hardy interior, handy extra ground clearance and off-road-enhancing technology in the optional 4WD model.This positions this Renault model halfway between every other small SUV like the Chery Tiggo 4 and tough, proper off-road mini 4WD Suzuki Jimny – something that the French brand has been keen to exploit.“I'd say we're not unhappy with Duster,” Sealey added. “We're very conscious that Duster walks into a very competitive market.“If I look at (the Suzuki) Jimny, it took 21 years before it actually started to sell any volume. Duster is a new nameplate for a smaller brand in a very crowded market place.“We think Duster will continue to grow and we think it’s going to find its space,” Sealey believes.“And what we've seen, from every person who's bought one, is that they love it. They love the fact that it's fun to drive. It delivers a very honest and unique driving experience. Absolutely, and that (sales growth) will happen like that. But and it will be osmosis.”

Just like the dreaded difficult second-album syndrome that can inflict music artists after a smash debut, sometimes carmakers really struggle to replace a successful and/or acclaimed model with something equally so.Arguably history’s first was when the original car to put the world on wheels, the Ford Model T from 1908, was replaced by the Model A. While infinitely better, it also had infinitely more competition in 1927, and so couldn’t hope to replicate the T’s legacy.Here, then, are five of the most infamous in Australian motoring history.Built on a shortened version of the then-new Liberty platform, the original Impreza range barely made a ripple – until the WRX (World Rally Cross) turbo AWD arrived in 1993, redefining small-car performance, dominating rallying for years, and becoming a Sony Playstation superstar along the way. The Subaru came to define the era.But when the hotly anticipated 2000 redesign, leaked online with its buggy round headlights and bulkier proportions, howling disapproval ensued – as did one of the first trials by internet – forcing an unscheduled and embarrassing major facelift within two years.Controversial statement time: the Bugeye is the G2 Impreza to buy, not the Blob-eye or Hawk-eye that followed (and reeked of desperation).Nissan’s Datsun 510 Bluebird – or 1600 as it was known in Australia – was an elegantly minimalist mid-sized sedan from Japan with engine and suspension design engineered by the Prince Motor Company of Skyline fame and inspired by the 1966 BMW 1602/2002 that preceded the original 3 Series.At the time, Japanese cars were still largely dynamically deficient, but the Datsun broke through with buyers and critics alike, while also enjoying enduring motorsport success. This was Nissan’s golden era, with the CSP311 Silvia, B10 Sunny/1000 and Fairlady 240Z highly prized today.However, the 1600’s 180B successor traded all that in for a fussy, dreary and ponderous bore that sold strongly but failed to inspire. Datsun even tried to resurrect the spirit of the 1600 with the similarly styled but dynamically dreadful Stanza of 1978. This was Nissan’s first ‘malaise era’.Dishonourable mention: Datsun B110 1200 to B210 120Y.A facelift of the fourth-generation Commodore, the VE of 2006, the VF has the heartbreaking legacy of being Australia’s last-ever locally designed, engineered and built passenger car.It also spawned all-time greats like the HSV GTS-R, was exported to North America and the UK, and – like Ford’s final Falcon – represented unparalleled value given its performance, front mid-engine/rear-drive layout and sports-sedan (and wagon/ute) styling. A true Aussie legend.Importing the smaller, front-wheel-drive mid-sized Opel Insignia from Germany was never going to cut it as a replacement, but the resulting ZB wouldn’t have been so bad if Holden hadn’t insisted on Commodore badges, infuriating fans in the process.Yet, in key areas and due mainly to its newer development, the ZB was a superior family car to the VF, but it wasn’t a true Commodore. Australians shunned it and the plug was pulled by the end of 2019.The fifth-generation Falcon was the all-Australian EA of 1988. Though considered at the time as one of the best-looking new sedans in the world, it was plagued with quality issues that, to Ford’s credit, were quickly resolved. And by the time the EL facelift arrived in 1996, this Falcon series was considered best in class, and jostled with the VS Commodore for domination.But the AU Falcon bombed. People despised its droopy styling and strange grille, especially against the handsome VT Commodore that consequently surged ahead in popularity.Today, it is the Falcon that is more revered, but the AU’s failure forced its maker down a path of debt that, while leading to the legendary Barra and Territory as this country’s only-ever locally made SUV, eventually also collapsed Ford’s Australian manufacturing division after 91 years. A brutal legacy.With its classy American styling update over the preceding, fussy EJ, the 1963 EH Holden was a monumental success, becoming the fastest-selling local car in history with nearly 257,000 sold in just 18 months.That’s an incredible 14,275 monthly registration average, fanned by the introduction of the all-Australian ‘Red’ engine, replacing the old ‘Grey’ anchor that dated back from 1948. At the time, it was considered one of the most advanced and efficient in the global General Motors empire.As it turned out, compact by today’s standards, the EH also came to represent the perfectly sized and proportioned Australian family car as well – a realisation that came way-too late, because its 1965 HD Holden replacement was too big and awkward-looking to resonate in the same way.While not strictly a failure – initial order numbers set records for GMH – the HD’s sales quickly ran out of puff, dropping the monthly sales rate average to 12,780.This gave the rapidly-evolving Falcon a leg-up with consumers that eventually led to the Ford outselling its Holden rival some years later.That gradual chipping away all began with the HD.

One of the most keenly anticipated dual-cab utes, the Renault Niagara, will not come to Australia – at least, not any time in the near future.This is despite distributor Ateco Automotive initially expressing strong interest several years go in importing the likely successor to the Renault/Dacia Oroch (which is what the Niagara seems to be), as well as the previous Nissan D23 Navara-based Alaskan that eventually went out of production last year.According to Renault Australia General Manager Glen Sealey unexpected hurdles have hurt the business case for all utes, including the Niagara, for our market.“If you'd asked me five years ago if I would like a pick-up, or ute, I would have said yes,” he told CarsGuide. “But, today, that's a very crowded, tough market (that) we'd be entering.“I think it's pretty grubby market, to be honest, at the moment. That pick-up 4x4 segment today starts at $35,000 drive-away for a fairly well-specified pick-up 4WD ute. And that's a hard market to compete in.”With Chinese brands (including LDV that Ateco also distributes, ironically for Renault) entering the bottom end of the ute segment last decade with models like the Great Wall (now GWM) Stead, the chances of a new, premium competitor like the Alaskan succeeding was deemed too great a risk by the time Ateco took over Renault distribution here after Nissan Australia relinquished it in 2021.This is especially true when you consider that the Alaskan was only available from Europe despite being of Japanese heritage.“You’re never going to get (competitive pricing against the Chinese brands) out of the supply sourcing that they we are utilising, which for the Alaskan, came out of Spain,” he elaborated.“So, I think (Renault HQ) realised that, and certainly for us to participate in that market, it would have to be a very sharp, aggressive product, because that is a sharp, aggressive segment today.”In the coming Niagara’s case, insufficient right-hand-drive sales volume forecasts, along with its expensive sourcing from Argentina, have knocked it out of contention for Australia.Unveiled in 2023 in concept guise, the Niagara will be unveiled in final production form in early September. It will again be a monocoque car-based pick-up, but is set to be larger and far-more technically advanced, with much higher safety standards, to better take on rivals like the highly-successful Ford Maverick.It is likely the successor to the ageing, car-derived monocoque ute spin-off of the previous-generation Romanian Dacia Duster, known as the Oroch, which never had sufficient safety to ever be seriously considered for Australia.And what about other utes made in Asia by the Renault-Nissan-Mitsubishi Alliance?The Mitsubishi Triton-based D27 Navara is off the table as well, despite its more-cost-effective Thai sourcing, and so is the completely unrelated Navara Pro plug-in hybrid ute from China co-developed with Nissan-Dongfeng.“Today, (a Triton-based ute) not an option for us,” Sealey revealed… “and we’re not getting the Dongfeng.”